JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

Extracted from ICAO Document 8168, Volume III - First Edition - Procedures for Air Naviga-
tion Services - AIRCRAFT OPERATIONS, Flight Procedures, herein known as PANS-OPS.

STANDARD OPERATING PROCEDURES (SOPS)

GENERAL

Operators shall established standard operating procedures (SOPs) that provide guidance to flight
operations personnel to ensure safe, efficient, logical and predictable means of carrying out flight
procedures.

SOPS IMPLEMENTATION AND USE

Operators should established a formal process of feedback from flight operations personnel to
ensure standardization, compliance and evaluation of reasons for non-compliance during SOPs
implementation and use.

CHECKLISTS

GENERAL

Operators shall establish checklists as an integral part of standard operating procedures (SOPs).
Checklists should describe the actions relevant to specific phases of operations (engine start, taxi,
take-off etc.) that flight crews must perform or verify and which relate to flight safety. Checklists
should also provide a framework for verifying aircraft and systems configuration that guards
against vulnerabilities in human performance.

Number of checklist items

The number of items in checklists should be restricted to those critical to flight safety.

Checklist interruptions

SOPs should include techniques to ensure a step-by-step, uninterrupted sequence of completing
checklists. SOPs should unambiguously indicate the actions by flight crews in case of checklist
interruptions.

Checklist ambiguity

Checklist responses should portray the actual status or the value of the item (switches, levers,
lights, quantities, etc.). Checklists should avoid non-specific responses such as “set”, “checked”,
or “completed”.

Checklist coupling

Checklists should be coupled to specific phases of flight (engine start, taxi, take-off, etc.). SOPs
should avoid tight coupling of checklists with the critical part of a phase of flight (for example,
completing the take-off checklist on the active runway). SOPs should dictate a use of checklists
that allows buffers for detection and recovery from incorrect configurations.

1.1

1.4

2.1

2.3.2

2.3.3

2.3.4

2.3.5

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AND CHECKLISTS

CREW BRIEFINGS

3.1.1  Operators shall establish crew briefings as an integral part of standard operating proce-
dures (SOPs). Crew briefings communicate duties, standardize activities, ensure that a plan of
action is shared by crew members and enhance crew situational awareness.
3.1.2  Operators shall establish both individual and combined crew briefings for flight crew and
cabin crew.
3.3.2  Any intended deviation from SOPs required by operational circumstances should be inclu-
ded as a specific briefing item.
3.5.3  Flight crew departure briefings should prioritize all relevant conditions that exist for the
take-off and climb. They should include, but not be limited to:

a. runway in use, aircraft configuration and take-off speeds;
b. taxi-out route and relevant hot spots;

c. departure procedures;

d. departure routes;
e. navigation and communications equipment set-up;

f. aerodrome, terrain and performance restrictions, including noise abatement procedures (if

applicable);

g. take-off alternates (if applicable);
h. any item(s) included in the minimum equipment list (if applicable);

i. review of applicable emergency procedures; and
j. applicable standard call-outs.

3.5.4 Flight crew arrival briefings should prioritize all relevant conditions that exist for the
descent, approach and landing. They should include, but not be limited to:

a. terrain restrictions and minimum safe altitudes during descent;
b. arrival routes;

c. instrument or visual approach procedures and runway in use;

d. operational minima, aircraft configuration, and landing speeds;
e. navigation and communications equipment set-up;

f. taxi-in route and relevant hot spots;

g. missed approach procedures;
h. alternate aerodromes and fuel considerations;

i. review of applicable emergency procedures;
j. applicable standard call-outs; and

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AND CHECKLISTS

Extracted from ICAO Document 8168, Volume III - First Edition - Procedures for Air Naviga-
tion Services - AIRCRAFT OPERATIONS, Flight Procedures, herein known as PANS-OPS.

OPERATION OF AUTOMATIC DEPENDENT SURVEILLANCE -

BROADCAST IN (ADS-B IN) TRAFFIC DISPLAY

ADS-B IN TRAFFIC DISPLAY OVERVIEW

1.1.1 ADS-B IN on-board traffic displays are based on aircraft receiving and making use of ADS-
B message information transmitted by other aircraft/vehicles or ground stations. The applications
enhance the pilot's traffic situational awareness both while airborne and on the airport surface
through the display of traffic symbols enriched by the received ADS-B messages (e.g. aircraft
identification, track, altitude).
NOTE: Depending on the implementation, a single display can show ADS-B traffic symbols and
those generated by ACAS.
1.1.2 Training on the use of the ADS-B lN traffic display shall be provided to pilots.

USE OF INFORMATION PROVIDED BY ADS-B IN TRAFFIC DISPLAY

1.2.1 When using an ADS-B IN traffic display:

a. in the event of a TA or an RA, pilots shall comply with the ACAS procedures whether or not

the tracks generated by ADS-B are shown on the same display as those generated by
ACAS;

b. unless approved by the State of the Operator, ADS-B IN traffic display shall only be used as

supplementary information to current procedures;

c. its use should not lead to a significant increase in radio communications; and

d. pilots shall not undertake any manoeuvres relative to traffic based solely on the ADS-B IN

traffic display that would lead to either a deviation from or a non-execution of an ATC clear-
ance or instruction unless exercising their emergency authority.

NOTE 1: See Annex 2 – Rules of the Air, sections 3.2 and 3.6.2.
NOTE 2: ADS-B IN is not a collision avoidance system.
NOTE 3: Acceptable reaction to a traffic situation observed on an ADS-B IN traffic display may,
for example, include manoeuvring into airspace visually cleared for traffic within the limitations of
the current ATC clearance and remaining stationary during surface operations when a clearance
to enter a runway has been provided.
NOTE 4: The ADS-B IN traffic picture displayed may be incomplete, e.g. due to the presence of
non-ADS-B equipped aircraft in the same airspace.
1.2.2 Pilots may use the information provided by the ADS-B IN traffic display to aid with the
visual acquisition of surrounding traffic. The ADS-B IN information supplements other information
such as that which may be obtained through visual scanning or radio communications.

1.1

1.2

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1.2.3 Operators shall include in their standard operating procedures (SOPs) (see Section 6,
Chapter 1) specific guidance for using ADS-B IN to support ATC procedures specified in PANS-
ATM (Doc 4444).
NOTE: An example is the in-trail procedure (ITP) described in PANS-ATM, Chapter 5, 5.4.2.7,
"Longitudinal separation minima based on distance using ADS-B in-trail procedure (ITP)". Details
of the ITP equipment are specified in RTCA DO-312/EUROCAE ED-159, Safety Performance and
Interoperability Requirements Document for the In-Trail Procedure in Oceanic Airspace (ATSA-
ITP) Application. Additional information can be found in RTCA DO-317A/EUROCAE ED-194, Min-
imum Operational Performance Standards (MOPS) for Aircraft Surveillance Applications (ASA)
System and Supplement.

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Extracted from ICAO Document 8168, Volume III - First Edition - Procedures for Air Naviga-
tion Services - AIRCRAFT OPERATIONS, Flight Procedures, herein known as PANS-OPS.

GENERAL NOISE ABATEMENT INFORMATION

1.1  Nothing in these procedures shall prevent the pilot-in-command from exercising authority for
the safe operation of the aeroplane.
1.2  Noise abatement procedures shall not be implemented except where a need for such proce-
dures has been determined.
1.3  The procedures herein describe the methods for noise abatement. They have been
designed for application to turbojet aeroplanes. They can comprise any one or more of the follow-
ing:

a. use of noise preferential runways to direct the initial and final flight paths of aeroplanes away

from noise-sensitive areas;

b. use of noise preferential routes to assist aeroplanes in avoiding noise-sensitive areas on

departure and arrival, including the use of turns to direct aeroplanes away from noise-sensi-
tive areas located under or adjacent to the usual take-off and approach flight paths; and

c. use of noise abatement take-off or approach procedures, designed to minimize the overall

exposure to noise on the ground and at the same time maintain the required levels of flight
safety.

1.4 For the purpose of these procedures, the heights given in metres and feet and speeds given
in kilometers/hour and knots are considered to be operationally acceptable equivalents.

NOISE PREFERENTIAL RUNWAYS AND ROUTES

NOISE PREFERENTIAL RUNWAYS

2.1.1  A runway for take-off or landing, appropriate to the operation, may be nominated for noise
abatement purposes, the objective being to utilize whenever possible those runways that permit
aeroplanes to avoid noise-sensitive areas during the initial departure and final approach phases
of flight.
2.1.2  Runways should not be selected for noise abatement purposes for landing operations
unless they are equipped with suitable glide path guidance, e.g. ILS, or a visual approach slope
indicator system for operations in visual meteorological conditions.
2.1.3  A pilot-in-command prompted by safety concerns can refuse a runway offered for noise
preferential reasons.
2.1.4  Noise abatement shall not be determining factor in runway nomination under the following
circumstances:

a. if the runway surface conditions are adversely affected (e.g. by snow, slush, ice, water, mud,

rubber, oil or other substances);

b. for landing in conditions:

2.1

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1. when the ceiling is lower than 150 m (500 ft) above aerodrome elevation or the visibility

is less than 1.9 km (1 NM); or

2. when the approach requires vertical minima greater than 100 m (300 ft) above aero-

drome elevation and:

(a) the ceiling is lower than 240 m (800 ft) above aerodrome elevation; or
(b) the visibility is less than 3000 m;

c. for take-off when the visibility is less than 1900 m;

d. when wind shear has been reported or forecast or when thunderstorms are expected to

affect the approach or departure;

e. when the crosswind component, including gusts, exceeds 28 km/h (15 kt), or the tailwind

component, including gusts, exceeds 9 km/h (5 kt).

NOISE PREFERENTIAL ROUTES

2.2.1 Noise preferential routes are established to ensure that departing and arriving aeroplanes
avoid over-flying noise-sensitive areas in the vicinity of the aerodrome as far as practicable.
2.2.2 In establishing noise preferential routes:

a. turns during take-off and climb should not be required unless:

1. the aeroplane has reached (and can maintain throughout the turn) a height of not less

than 150 m (500 ft) above terrain and the highest obstacles under the flight path;
NOTE: PANS-OPS, Volume II, permits turns after take-off at 120 m (394 ft) (helicopters,
90 m (295 ft)) and obstacle clearance of at least 75 m (246 ft) (CAT H, 65 m (213 ft))
during the aircraft's turn. These are minimum requirements for noise abatement purpo-
ses.

2. the bank angle for turns after take-off is limited to 15° except where adequate provision

is made for an acceleration phase permitting attainment of safe speeds for bank angles
greater than 15°;

b. no turns should be required coincident with a reduction of power associated with a noise

abatement procedure; and

c. sufficient navigation guidance should be provided to permit aeroplanes to adhere to the des-

ignated route.

2.2.3  In establishing noise preferential routes, the safety criteria of standard departure and
standard arrival routes regarding obstacle clearance climb gradients and other factors should be
taken into full consideration.
2.2.4  Where noise preferential routes are established, these routes and standard departure and
arrival routes should be compatible.
2.2.5  An aeroplane should not be diverted from its assigned route unless:

2.2

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a. in the case of a departing aeroplane, it has attained the altitude or height which represents

the upper limit for noise abatement procedures; or

b. it is necessary for the safety of the aeroplane (e.g. for avoidance of severe weather or to

resolve a traffic conflict).

AEROPLANE OPERATING PROCEDURES

INTRODUCTION

3.1.2 The State in which the aerodrome is located is responsible for ensuring that aerodrome
operators specify the location, of noise sensitive areas and/or the location of noise monitors and
their respective maximum allowable noise levels, if applicable. Aircraft operators are responsible
for developing operating procedures in accordance with this chapter to meet the noise concerns
of aerodrome operators. The approval of the aircraft operators’ procedures by the State of the
Operator will ensure that the safety criteria contained in 3.3 of this chapter are met.
3.1.3 The appendix to this chapter contains two examples of noise abatement departure climb
procedures. One example is designed to alleviate noise close to the aerodrome, and the other is
designed to alleviate noise more distant from the aerodrome.

OPERATIONAL LIMITATIONS

General

The pilot-in-command has the authority to decide not to execute a noise abatement departure
procedure if conditions preclude the safe execution of the procedure.

Departure climb

Aeroplane operating procedures for the departure climb shall ensure that the safety of flight oper-
ations is maintained while minimizing exposure to noise on the ground. The following require-
ments need to be satisfied.

a. All necessary obstacle data shall be made available to the operator, and the procedure

design gradient shall be observed.

b. Conduct of noise abatement climb procedures is secondary to meeting obstacle clearance

requirements.

c. The power or thrust settings specified in the aircraft operating manual are to take account of

the need for engine anti-icing when applicable.

d. The power or thrust settings to be used subsequent to the failure or shutdown of an engine

or any other apparent loss of performance, at any stage in the take-off or noise abatement
climb, are at the discretion of the pilot-in-command, and noise abatement considerations no
longer apply.

e. Noise abatement climb procedures are not to be required in conditions where wind shear

warnings exist, or the presence of wind shear or downburst activity is suspected.

f. The maximum acceptable body angle specified for an aeroplane type shall not be exceeded.

3.1

3.2

3.2.1

3.2.2

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DEVELOPMENT OF PROCEDURES

3.3.1 Noise abatement procedures shall be developed by the aircraft operator for each aero-
plane type (with advice from the aeroplane manufacturer, as needed) and approved by the State
of the Operator complying at a minimum with the following safety criteria.

a. Initial power or thrust reductions shall not be executed below a height of 240 m (800 ft)

above the aerodrome elevation.

b. The level of power or thrust for the flap/slat configuration, after power or thrust reduction,

shall not be less than:

1. for aeroplanes in which derated take-off thrust and climb thrust are computed by the

flight management system, the computed climb power/thrust; or

2. for other aeroplanes, normal climb power/thrust.

3.3.2 To minimize the impact on training while maintaining flexibility to address variations in the
location of noise sensitive areas, the aeroplane operator shall develop no more than two noise
abatement procedures for each aeroplane type. It is recommended that one procedure should
provide noise benefits for areas close to the aerodrome, and the other for areas more distant from
the aerodrome.
3.3.3 Any difference of power or thrust reduction initiation height for noise abatement purposes
constitutes a new procedure.

AEROPLANE OPERATING PROCEDURES - APPROACH

3.4.1 In noise abatement approach procedures which are developed:

a. the aeroplane shall not be required to be in any configuration other than the final landing

configuration at any point after passing the outer marker or 5 NM from the threshold of the
runway of intended landing, whichever is earlier; and

b. excessive rates of descent shall not be required.

3.4.2 When it is necessary to develop a noise abatement approach procedure based on cur-
rently available (1982) systems and equipment, the following safety considerations shall be take
fully into account:

a. glide path or approach angles should not require an approach to be made:

1. above the ILS glide path angle;
2. above the glide path of the visual approach slope indicator system;
3. above the normal PAR final approach angle; and
4. above an angle of 3° except where it has been necessary to establish, for operational

purposes, an ILS with a glide path angle greater than 3°;

b. the pilot should not be required to complete a turn on to final approach at distances less than

will:

3.3

3.4

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1. in the case of visual operations, permit an adequate period of stabilized flight on final

approach before crossing the runway threshold; or

2. in the case of instrument approaches, permit the aircraft to be established on final

approach prior to interception of the glide path.

3.4.4 Compliance with published noise abatement approach procedures should not be required
in adverse operating conditions such as:

a. if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or water,

mud, rubber, oil or other substances;

b. in conditions when the ceiling is lower than 150 m (500 ft) above aerodrome elevation, or

when the horizontal visibility is less than 1.9 km (1 NM);

c. when the crosswind component, including gusts, exceeds 28 km/h (15 kt);

d. when the tailwind component, including gusts, exceeds 9 km/h (5 kt); and
e. when wind shear has been reported or forecast or when adverse weather conditions, e.g.

thunderstorms, are expected to affect the approach.

AEROPLANE OPERATING PROCEDURES - LANDING

Noise abatement procedures shall not contain a prohibition of use of reverse thrust during land-
ing.

DISPLACED THRESHOLDS

The practice of using a displaced runway threshold as a noise abatement measure shall not be
employed unless aircraft noise is significantly reduced by such use and the runway length remain-
ing is safe and sufficient for all operational requirements.

CONFIGURATION AND SPEED CHANGES

Deviations from normal configuration and speeds appropriate to the phase of flight shall not be
made mandatory.

UPPER LIMIT

Noise abatement procedures shall include information on the altitude/height above which they are
no longer applicable.

COMMUNICATIONS

In order not to distract flight crews during the execution of noise abatement procedures, air/
ground communications should be kept to a minimum.

3.5

3.6

3.7

3.8

3.9

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Appendix to Chapter 3 - NOISE ABATEMENT DEPARTURE CLIMB

GUIDANCE

GENERAL

1.1 Aeroplane operating procedures for the departure climb shall ensure that the necessary
safety of flight operations is maintained while minimizing exposure to noise on the ground. These
procedures are provided as examples because the noise reductions obtained depend greatly on
the type of aeroplane, engine type, thrust required, and the height at which thrust is reduced. For
this reason, procedures that provide the best possible noise benefit may differ significantly from
one aeroplane type to another, and between aeroplanes of the same type with different engines.
States should avoid the practice of requiring all operators to use one of the example procedures
for departures from specific runways, and should instead allow aircraft operators to develop
operational procedures that maximize the noise benefits obtainable from their aeroplanes. This is
not intended to prevent States from suggesting the use of a procedure based on one of the exam-
ples, as an alternative to operator-specific procedures. The following two examples of operating
procedures for the climb have been developed as guidance and are considered safe when the cri-
teria in 3.2.2 are satisfied.
The first example (NADP 1) is intended to describe one method, but not the only method, of pro-
viding noise reduction for noise-sensitive areas in close proximity to the departure end of the
runway (see Figure 9-3-App-1).
The second example (NADP 2) similarly describes one method, but not the only method, of pro-
viding noise reduction to areas more distant from the runway end (see Figure 9-3-App-2). Aircraft
operators may find that to suit their particular route system (i.e. at aerodromes where they oper-
ate), two different procedures, one designed for close and the other designed for distant noise
reduction, may be appropriate.
1.2 The two example procedures differ in that the acceleration segment for flap/slat retraction is
either initiated prior to reaching the maximum prescribed height or at the maximum prescribed
height. To ensure optimum acceleration performance, power or thrust reduction may be initiated
at an intermediate flap setting.

NOISE ABATEMENT DEPARTURE CLIMB - EXAMPLE OF A

PROCEDURE ALLEVIATING NOISE CLOSE TO THE AERODROME

(NADP 1)

2.1 This procedure involves a power or thrust reduction at or above the prescribed minimum alti-
tude (240 m (800 ft) above aerodrome elevation) and the delay of flap/slat retraction until the pre-
scribed maximum altitude is attained. At the prescribed maximum altitude (900 m (3000 ft) above
aerodrome elevation), the aircraft is accelerated and the flaps/slats are retracted on schedule
while maintaining a positive rate of climb, to complete the transition to normal en-route climb
speed. The initial climbing speed to the noise abatement initiation point is not less than V

plus 20

km/h (V

plus 10 kt).

2.2 In the example shown below, on reaching an altitude of 240 m (800 ft) above aerodrome
elevation, engine power or thrust is adjusted in accordance with the noise abatement power/thrust

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schedule provided in the aircraft operating manual. A climb speed of V

plus 20 to 40 km/h (V

plus 10 to 20 kt) is maintained with flaps and slats in the take-off configuration. On reaching an
altitude of 900 m (3000 ft) above aerodrome elevation, the aircraft is accelerated and the flaps/
slats are retracted on schedule while maintaining a positive rate of climb to complete the transition
to normal en-route climb speed.

Figure 9-3-App-1. Noise abatement take-off climb — Example of a procedure alleviating

noise close to the aerodrome (NADP 1)

NOISE ABATEMENT DEPARTURE CLIMB - EXAMPLE OF A

PROCEDURE ALLEVIATING NOISE DISTANT FROM THE

AERODROME (NADP 2)

3.1 This procedure involves initiation of flap/slat retraction at or above the prescribed minimum
altitude (240 m (800 ft) above aerodrome elevation) but before reaching the prescribed maximum
altitude (900 m (3000 ft) above aerodrome elevation). The flaps/slats are to be retracted on
schedule while maintaining a positive rate of climb. Intermediate flap retraction, if required for per-
formance, may be accomplished below the prescribed minimum altitude. The power or thrust
reduction is initiated at a point along the acceleration segment that ensures satisfactory accelera-
tion performance. At the prescribed maximum altitude, a transition is made to normal en-route
climb procedures. The initial climbing speed to the noise abatement initiation point is not less than
V

plus 20 km/h (V

plus 10kt).

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3.2 In the example shown below, on reaching 240 m (800 ft) above aerodrome elevation, the
aircraft body angle/angle of pitch is decreased, the aeroplane is accelerated towards V

, and the

flaps/slats are retracted on schedule. Power or thrust reduction is initiated at a point along the
acceleration segment that ensures satisfactory acceleration performance. A positive rate of climb
is maintained to 900 m (3000 ft) above aerodrome elevation. On reaching this altitude, a transition
is made to normal en-route climb speed.
3.3 An aeroplane should not be diverted from its assigned route unless:

a. in the case of a departing aeroplane it has attained the altitude or height which represents

the upper limit for noise abatement procedures; or

b. it is necessary for the safety of the aeroplane (e.g. for avoidance of severe weather or to

resolve a traffic conflict).

Figure 9-3-App-2. Noise abatement take-off climb — Example of a procedure alleviating

noise distant from the aerodrome (NADP 2)

SUPERCEDED NOISE ABATEMENT PROCEDURES
NOTE: Many locations continue to prescribe the former Noise Abatement Departure Procedures
A and B. Though no longer part of the ICAO PANS-OPS Doc. 8168, they have been reproduced
in the following paragraphs as supplementary information.
Noise Abatement Departure Procedure A (NADP A)

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Take-off to 450 m (1500 ft) above aerodrome elevation:

– take-off power
– take-off flap
– climb at V

+ 20 to 40 km/h (V

+ 10 to 20 kt) (or as limited by body angle).

At 450 m (1500 ft):

– reduce thrust to not less than climb power/thrust.

At 450 m (1500 ft) to 900 m (3000 ft):

– climb at V

+ 20 to 40 km/h (V

+ 10 to 20 kt).

At 900 m (3000 ft):

– accelerate smoothly to enroute climb speed with flap retraction on schedule.

Noise Abatement Take-Off Climb - Procedure A

NOTE: For purposes of these procedures the heights given in metres and feet, and speeds given
in kilometers/hour and knots are considered to be operationally acceptable equivalents.
Noise Abatement Departure Procedure B (NADP B)
Take-off to 300 m (1000 ft) above aerodrome elevation:

– take-off power/thrust
– take-off flap
– climb at V

+ 20 to 40 km/h (V

+ 10 to 20 kt).

At 300 m (1000 ft):

– maintaining a positive rate of climb, accelerate to zero flap minimum safe manoeuvring speed

) retracting flap on schedule;

thereafter, reduce thrust consistent with the following:

a. for high by-pass ration engines reduce to normal climb power/thrust;

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b. for low by-pass ratio engines, reduce power/thrust to below normal climb thrust but not less

than that necessary to maintain the final take-off engine-out climb gradient; and

c. for aeroplanes with slow flap retracting reduce power/thrust at an intermediate flap setting;

thereafter, from 300 m (1000 ft) to 900 m (3000 ft):

– continue climb at not greater than V

+ 20 km/h (V

+ 10 kt).

At 900 m (3000 ft):

– accelerate smoothly to enroute climb speed.

NOTE: Aeroplanes such as supersonic aeroplanes not using wing flaps for take-off should reduce
thrust before attaining 300 m (1000 ft) but not lower than 150 m (500 ft).

Noise Abatement Take-Off Climb - Procedure B

NOTE: For purposes of these procedures the heights given in metres and feet, and speeds given
in kilometers/hour and knots are considered to be operationally acceptable equivalents.

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Extracted from ICAO Rules of the Air, Annex 2

CHAPTER 1 - DEFINITIONS

See AIR TRAFFIC CONTROL - International Civil Aviation Organization Definitions.

CHAPTER 2 - APPLICABILITY OF THE RULES OF THE AIR

TERRITORIAL APPLICATION OF THE RULES OF THE AIR

2.1.1 The rules of the air shall apply to aircraft bearing the nationality and registration marks of a
Contracting State, wherever they may be, to the extent that they do not conflict with the rules pub-
lished by the State having jurisdiction over the territory overflown.
NOTE: The council of the International Civil Aviation Organization resolved, in adopting Annex 2
in April 1948 and Amendment 1 to the said Annex in November 1951, that the Annex constitutes
“Rules relating to the flight and manoeuvre of aircraft” within the meaning of Article 12 of the Con-
vention. Over the high seas, therefore, these rules apply without exception.
2.1.2 If, and so long as, a Contracting State has not notified the International Civil Aviation
Organization to the contrary, it shall be deemed, as regards aircraft of its registration, to have
agreed as follows:
For purposes of flight over those parts of the high seas where a Contracting State has accepted,
pursuant to a regional air navigation agreement, the responsibility of providing air traffic services,
the “appropriate ATS authority” referred to in this Annex is the relevant authority designated by
the State responsible for providing those services.
NOTE: The phrase “regional air navigation agreement” refers to an agreement approved by the
Council of ICAO normally on the advice of a Regional Air Navigational Meeting.

COMPLIANCE WITH THE RULES OF THE AIR

The operation of an aircraft either in flight or on the movement area of an aerodrome shall be in
compliance with the general rules and, in addition, when in flight, either with:

a. the visual flight rules, or
b. the instrument flight rules.

NOTE 1: Information relevant to the services provided to aircraft operating in accordance with
both visual flight rules and instrument flight rules in the seven ATS airspace classes contained in
Annex 11 are published as ICAO ATS AIRSPACE CLASSIFICATIONS – ANNEX 11, 2.6 CLAS-
SIFICATION OF AIRSPACES.
NOTE 2: A pilot may elect to fly in accordance with instrument flight rules in visual meteorological
conditions or he may be required to do so by the appropriate ATS authority.

2.1

2.2

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RESPONSIBILITY FOR COMPLIANCE WITH THE RULES OF THE AIR

Responsibility of Pilot-in-Command

The pilot-in-command of an aircraft shall, whether manipulating the controls or not, be responsible
for the operation of the aircraft in accordance with the rules of the air, except that the pilot-in-com-
mand may depart from these rules in circumstances that render such departure absolutely neces-
sary in the interests of safety.

Pre-Flight Action

Before beginning a flight, the pilot-in-command of an aircraft shall become familiar with all availa-
ble information appropriate to the intended operation. Pre-flight action for flights away from the
vicinity of an aerodrome, and for all IFR flights, shall include a careful study of available current
weather reports and forecasts, taking into consideration fuel requirements and an alternative
course of action if the flight cannot be completed as planned.

AUTHORITY OF PILOT-IN-COMMAND OF AN AIRCRAFT

The pilot-in-command of an aircraft shall have final authority as to the disposition of the aircraft
while in command.

PROBLEMATIC USE OF PSYCHOACTIVE SUBSTANCES

No person whose function is critical to the safety of aviation (safety-sensitive personnel) shall
undertake that function while under the influence of any psychoactive substance, by reason of
which human performance is impaired. No such person shall engage in any kind of problematic
use of substances.

CHAPTER 3 — GENERAL RULES

PROTECTION OF PERSONS AND PROPERTY

Negligent or Reckless Operation of Aircraft

An aircraft shall not be operated in a negligent or reckless manner so as to endanger life or prop-
erty of others.

Minimum Heights

Except when necessary for take-off or landing, or except by permission from the appropriate
authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or
over an open-air assembly of persons, unless at such a height as will permit, in the event of an
emergency arising, a landing to be made without undue hazard to persons or property on the sur-
face.
NOTE: See 4.6 for minimum heights for VFR flights and 5.1.2 for minimum levels for IFR flights.

Cruising Levels

The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:

2.3

2.3.1

2.3.2

2.4

2.5

3.1

3.1.1

3.1.2

3.1.3

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a. flight levels, for flights at or above the lowest usable flight level or, where applicable, above

the transition altitude;

b. altitudes, for flights below the lowest usable flight level or, where applicable, at or below the

transition altitude.
NOTE: The system of flight levels is prescribed in the Procedures for Air Navigation Services

―

Aircraft Operations, (Doc 8168) (not published herein).

Dropping or Spraying

Nothing shall be dropped or sprayed from an aircraft in flight except under conditions prescribed
by the appropriate authority and as indicated by relevant information, advice and/or clearance
from the appropriate air traffic services unit.

Towing

No aircraft or other object shall be towed by an aircraft, except in accordance with requirements
prescribed by the appropriate authority and as indicated by relevant information, advice and/or
clearance from the appropriate air traffic services unit.

Parachute Descents

Parachute descents, other than emergency descents, shall not be made except under conditions
prescribed by the appropriate authority and as indicated by relevant information, advice and/or
clearance from the appropriate air traffic services unit.

Acrobatic Flight

No aircraft shall be flown acrobatically except under conditions prescribed by the appropriate
authority and as indicated by relevant information, advice and/or clearance from the appropriate
air traffic services unit.

Formation Flights

Aircraft shall not be flown in formation except by pre-arrangement among the pilots-in-command
of the aircraft taking part in the flight and, for formation flight in controlled airspace, in accordance
with the conditions prescribed by the appropriate ATS authority(ies). These conditions shall
include the following:

a. the formation operates as a single aircraft with regard to navigation and position reporting;
b. separation between aircraft in the flight shall be the responsibility of the flight leader and the

pilots-in-command of the other aircraft in the flight and shall include periods of transition
when aircraft are manoeuvring to attain their own separation within the formation and during
join-up and break-away; and

c. a distance not exceeding 1km (0.5 NM) laterally and longitudinally and 30m (100 ft) vertically

from the flight leader shall be maintained by each aircraft.

3.1.4

3.1.5

3.1.6

3.1.7

3.1.8

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Remotely Piloted Aircraft

A remotely piloted aircraft shall be operated in such a manner as to minimize hazards to persons,
property or other aircraft and in accordance with the conditions specified in Appendix 4.

Unmanned Free Balloons

An unmanned free balloon shall be operated in such a manner as to minimize hazards to per-
sons, property or other aircraft and in accordance with the conditions specified in Appendix 5.

Prohibited Areas and Restricted Areas

Aircraft shall not be flown in a prohibited area, or in a restricted area, the particulars of which have
been duly published, except in accordance with the conditions of the restrictions or by permission
of the State over whose territory the areas are established.

AVOIDANCE OF COLLISIONS

Nothing in these rules shall relieve the pilot-in-command of an aircraft from the responsibility of
taking such action, including collision avoidance maneuvers based on resolution advisories provi-
ded by ACAS equipment, as will best avert collision.
NOTE 1: It is important that vigilance for the purpose of detecting potential collisions be exercised
on board an aircraft, regardless of the type of flight or the class of airspace in which the aircraft is
operating, and while operating on the movement area of an airport.
NOTE 2: Operating procedures for use of ACAS detailing the responsibilities of the pilot-in-com-
mand are contained in AIR TRAFFIC CONTROL – International Civil Aviation Organization Flight
Procedures (PANS-OPS Doc 8168, Vol I, Part VIII, Chapter 3).
NOTE 3: Carriage requirements for ACAS equipment are addressed in Annex 6, Part I, Chapter 6
and Part II, Chapter 6 (not published herein).

Proximity

An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard.

Right-of-Way

The aircraft that has the right-of-way shall maintain its heading and speed.
NOTE 1: Operating procedures for use of ACAS are contained in AIR TRAFFIC CONTROL –
International Civil Aviation Organization Flight Procedures (PANS-OPS Doc 8168, Vol I, Part VIII,
Chapter 3).
NOTE 2: Carriage requirements for ACAS equipment are addressed in Annex 6, Part I, Chapter 6
(not published herein).
3.2.2.1 An aircraft that is obliged by the following rules to keep out of the way of another shall
avoid passing over, under or in front of the other, unless it passes well clear and takes into
account the effect of aircraft wake turbulence.

3.1.9

3.1.10

3.1.11

3.2

3.2.1

3.2.2

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Approaching Head-On

When two aircraft are approaching head-on or approximately so and there is danger of collision,
each shall alter its heading to the right.

Converging

When two aircraft are converging at approximately the same level, the aircraft that has the other
on its right shall give way, except as follows:

a. power-driven heavier-than-air aircraft shall give way to airships, gliders and balloons;
b. airships shall give way to gliders and balloons;

c. gliders shall give way to balloons;

d. power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or

objects.

Overtaking

An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an
angle of less than 70 degrees with the plane of symmetry of the latter; i.e., is in such a position
with reference to the other aircraft that at night it should be unable to see either of the aircraft’s
left (port) or right (starboard) navigation lights. An aircraft that is being overtaken has the right-of-
way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out
of the way of the other aircraft by altering its heading to the right, and no subsequent change in
the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation
until it is entirely past and clear.

Landing

3.2.2.5.1 An aircraft in flight, or operating on the ground or water, shall give way to aircraft land-
ing or in the final stages of an approach to land.
3.2.2.5.2 When two or more heavier-than-air aircraft are approaching an aerodrome for the pur-
pose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the
latter shall not take advantage of this rule to cut in front of another which is in the final stages of
an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air air-
craft shall give way to gliders.

EMERGENCY LANDING

An aircraft that is aware that another is compelled to land shall give way to that aircraft.

Taking Off

An aircraft taxiing on the maneuvering area of an airport shall give way to aircraft taking off or
about to take off.

Surface Movement of Aircraft

3.2.2.7.1 In case of danger of collision between two aircraft taxiing on the movement area of an
aerodrome the following shall apply:

3.2.2.2

3.2.2.3

3.2.2.4

3.2.2.5

3.2.2.5.3

3.2.2.6

3.2.2.7

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a. when two aircraft are approaching head on, or approximately so, each shall stop or where

practicable alter its course to the right so as to keep well clear;

b. when two aircraft are on a converging course, the one which has the other on its right shall

give way;

c. an aircraft which is being overtaken by another aircraft shall have the right-of-way and the

overtaking aircraft shall keep well clear of the other aircraft.
NOTE: For the description of an overtaking aircraft see 3.2.2.4.

3.2.2.7.2 An aircraft taxiing on the manoeuvring area shall stop and hold at all runway-holding
positions unless otherwise authorized by the aerodrome control tower.
NOTE: For runway-holding position markings and related signs, see Annex 14, Volume I, 5.2.10
and 5.4.2 or the INTRODUCTION – Signs and Markings – ICAO Recommended Airport Signs
and Taxiway Markings.
3.2.2.7.3 An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars
and may proceed further when the lights are switched off.

Lights to be Displayed by Aircraft

NOTE 1: The characteristics of lights intended to meet the requirements of 3.2.3 for aeroplanes
are specified in Annex 8. Specifications for navigation lights for aeroplanes are contained in the
Appendices to Parts I and II of Annex 6. Detailed technical specifications for lights for aeroplanes
are contained in Volume II, Part A, Chapter 4 of the Airworthiness Manual (Doc 9760) and for heli-
copters in Part A, Chapter 5 of that document. (Annex 6 and 8, and Doc 9760 not published
herein).
NOTE 2: In the context of 3.2.3.2c. and 3.2.3.4a., an aircraft is understood to be operating when it
is taxiing or being towed or is stopped temporarily during the course of taxiing or being towed.
NOTE 3: For aircraft on the water see 3.2.6.2.
3.2.3.1 Except as provided by 3.2.3.5, from sunset to sunrise or during any other period which
may be prescribed by the appropriate authority all aircraft in flight shall display:

a. anti-collision lights intended to attract attention to the aircraft; and
b. navigation lights intended to indicate the relative path of the aircraft to an observer and other

lights shall not be displayed if they are likely to be mistaken for these lights.
NOTE: Lights fitted for other purposes, such as landing lights and airframe floodlights, may
be used in addition to the anti-collision lights specified in the Airworthiness Manual Volume II
(Doc 9760) to enhance aircraft conspicuity.

3.2.3.2 Except as provided by 3.2.3.5, from sunset to sunrise or during any other period prescri-
bed by the appropriate authority:

a. all aircraft moving on the movement area of an aerodrome shall display navigation lights

intended to indicate the relative path of the aircraft to an observer and other lights shall not
be displayed if they are likely to be mistaken for these lights;

3.2.3

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b. unless stationary and otherwise adequately illuminated, all aircraft on the movement area of

an aerodrome shall display lights intended to indicate the extremities of their structure;

c. all aircraft operating on the movement area of an aerodrome shall display lights intended to

attract attention to the aircraft; and

d. all aircraft on the movement area of an aerodrome whose engines are running shall display

lights which indicate that fact.
NOTE: If suitably located on the aircraft, the navigation lights referred to in 3.2.3.1b. may
also meet the requirements of 3.2.3.2b. Red anti-collision lights fitted to meet the require-
ments of 3.2.3.1a. may also meet the requirements of 3.2.3.2c. and 3.2.3.2d. provided they
do not subject observers to harmful dazzle.

3.2.3.3 Except as provided by 3.2.3.5, all aircraft in flight and fitted with anti-collision lights to
meet the requirement of 3.2.3.1a. shall display such lights also outside of the period specified in
3.2.3.1.
3.2.3.4 Except as provided by 3.2.3.5, all aircraft:

a. operating on the movement area of an aerodrome and fitted with anti-collision lights to meet

the requirements of 3.2.3.2c.; or

b. on the movement area of an aerodrome and fitted with lights to meet the requirement of

3.2.3.2d);

shall display such lights also outside the period specified in 3.2.3.2.
3.2.3.5 A pilot shall be permitted to switch off or reduce the intensity of any flashing lights fitted
to meet the requirements of 3.2.3.1, 3.2.3.2, 3.2.3.3 and 3.2.3.4 if they do or are likely to:

a. adversely affect the satisfactory performance of duties; or
b. subject an outside observer to harmful dazzle.

Simulated Instrument Flights

An aircraft shall not be flown under simulated instrument flight conditions unless:

a. fully functioning dual controls are installed in the aircraft; and
b. a qualified pilot occupies a control seat to act as safety pilot for the person who is flying

under simulated instrument conditions. The safety pilot shall have adequate vision forward
and to each side of the aircraft, or a competent observer in communication with the safety
pilot shall occupy a position in the aircraft from which the observer’s field of vision ade-
quately supplements that of the safety pilot.

Operation on and in the Vicinity of an Aerodrome

An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aero-
drome traffic zone:

a. observe other aerodrome traffic for the purpose of avoiding collision;
b. conform with or avoid the pattern of traffic formed by other aircraft in operation;

3.2.4

3.2.5

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c. make all turns to the left, when approaching for a landing and after taking off, unless other-

wise instructed;

d. land and take off into the wind unless safety, the runway configuration, or air traffic consider-

ations determine that a different direction is preferable.
NOTE 1: See 3.6.5.1.
NOTE 2: Additional rules may apply in aerodrome traffic zones.

Water Operations

NOTE: In addition to the provisions of 3.2.6.1, rules set forth in the International Regulations for
Preventing Collisions at Sea, developed by the International Conference on Revision of the Inter-
national Regulations for Preventing Collisions at Sea (London, 1972) may be applicable in certain
cases.
3.2.6.1 When two aircraft or an aircraft and a vessel are approaching one another and there is a
risk of collision, the aircraft shall proceed with careful regard to existing circumstances and condi-
tions including the limitations of the respective craft.

CONVERGING

An aircraft which has another aircraft or a vessel on its right shall give way so as to keep well
clear.

APPROACHING HEAD-ON

An aircraft approaching another aircraft or a vessel head-on, or approximately so, shall alter its
heading to the right to keep well clear.

OVERTAKING

The aircraft or vessel which is being overtaken has the right-of-way, and the one overtaking shall
alter its heading to keep well clear.

LANDING AND TAKING OFF

Aircraft landing on or taking off from the water shall, in so far as practicable, keep well clear of all
vessels and avoid impeding their navigation.

Lights to be Displayed by Aircraft on the Water

Between sunset and sunrise or such other period between sunset and sunrise as may be prescri-
bed by the appropriate authority, all aircraft on the water shall display lights as required by the
International Regulations for Preventing Collisions at Sea (revised 1972) unless it is impractical
for them to do so, in which case they shall display lights as closely similar as possible in charac-
teristics and position to those required by the International Regulations.
NOTE 1: Specifications for lights to be shown by aeroplanes on the water are contained in the
Appendices to Parts I and II of Annex 6 (not published herein).
NOTE 2: The International Regulations for Preventing Collisions at Sea specify that the rules con-
cerning lights shall be complied with from sunset to sunrise. Any lesser period between sunset

3.2.6

3.2.6.1.1

3.2.6.1.2

3.2.6.1.3

3.2.6.1.4

3.2.6.2

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and sunrise established in accordance with 3.2.6.2 cannot, therefore, be applied in areas where
the International Regulations for Preventing Collisions at Sea apply; e.g., on the high seas.

FLIGHT PLANS

Submission of a Flight Plan

3.3.1.1 Information relative to an intended flight or portion of a flight, to be provided to air traffic
services units, shall be in the form of a flight plan.
3.3.1.2 A flight plan shall be submitted prior to operating:

a. any flight or portion thereof to be provided with air traffic control service;
b. any IFR flight within advisory airspace;

c. any flight within or into designated areas, or along designated routes, when so required by

the appropriate ATS authority to facilitate the provision of flight information, alerting and
search and rescue services;

d. any flight within or into designated areas, or along designated routes, when so required by

the appropriate ATS authority to facilitate coordination with appropriate military units or with
air traffic services units in adjacent States in order to avoid the possible need for interception
for the purpose of identification;

e. any flight across international borders.

NOTE: The term “flight plan” is used to mean variously, full information on all items com-
prised in the flight plan description, covering the whole route of a flight, or limited information
required when the purpose is to obtain a clearance for a minor portion of a flight such as to
cross an airway, to take off from, or to land at a controlled aerodrome.

3.3.1.3 A flight plan shall be submitted before departure to an air traffic services reporting office
or, during flight, transmitted to the appropriate air traffic services unit or air-ground control radio
station, unless arrangements have been made for submission of repetitive flight plans.
3.3.1.4 Unless otherwise prescribed by the appropriate ATS authority, a flight plan for a flight to
be provided with air traffic control service or air traffic advisory service shall be submitted at least
sixty minutes before departure, or, if submitted during flight, at a time which will ensure its receipt
by the appropriate air traffic services unit at least ten minutes before the aircraft is estimated to
reach:

a. the intended point of entry into a control area or advisory area; or
b. the point of crossing an airway or advisory route.

Contents of a Flight Plan

A flight plan shall comprise information regarding such of the following items as are considered
relevant by the appropriate ATS authority:

– Aircraft identification
– Flight rules and type of flight

3.3

3.3.1

3.3.2

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– Number and type(s) of aircraft and wake turbulence category
– Equipment
– Departure aerodrome (see Note 1)
– Estimated off-block time (see Note 2)
– Cruising speed(s)
– Cruising level(s)
– Route to be followed
– Destination aerodrome and total estimated elapsed time
– Alternate aerodrome(s)
– Fuel endurance
– Total number of persons on board
– Emergency and survival equipment
– Other information

NOTE 1: For flight plans submitted during flight, the information provided in respect of this item
will be an indication of the location from which supplementary information concerning the flight
may be obtained, if required.
NOTE 2: For flight plans submitted during flight, the information to be provided in respect of this
item will be the time over the first point of the route to which the flight plan relates.
NOTE 3: The term “aerodrome” where used in the flight plan is intended to cover also sites other
than aerodromes which may be used by certain types of aircraft; e.g., helicopters or balloons.

Completion of a Flight Plan

3.3.3.1 Whatever the purpose for which it is submitted, a flight plan shall contain information, as
applicable, on relevant items up to and including “Alternate aerodrome(s)” regarding the whole
route or the portion thereof for which the flight plan is submitted.
3.3.3.2 It shall, in addition, contain information, as applicable, on all other items when so prescri-
bed by the appropriate ATS authority or when otherwise deemed necessary by the person sub-
mitting the flight plan.

Changes to a Flight Plan

Subject to the provisions of 3.6.2.2, all changes to a flight plan submitted for an IFR flight, or a
VFR flight operated as a controlled flight, shall be reported as soon as practicable to the appropri-
ate air traffic services unit. For other VFR flights, significant changes to a flight plan shall be
reported as soon as practicable to the appropriate air traffic services unit.
NOTE 1: Information submitted prior to departure regarding fuel endurance or total number of per-
sons carried on board, if incorrect at time of departure, constitutes a significant change to the
flight plan and as such must be reported.

3.3.3

3.3.4

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NOTE 2: Procedures for submission of changes to repetitive flight plans are contained in the
PANS-ATM (Doc 4444). (see AIR TRAFFIC CONTROL – International Civil Aviation Organization
Air Traffic Management)

Closing a Flight Plan

3.3.5.1  Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be
made in person, by radiotelephony or via data link at the earliest possible moment after landing,
to the appropriate air traffic services unit at the arrival aerodrome, by any flight for which a flight
plan has been submitted covering the entire flight or the remaining portion of a flight to the desti-
nation aerodrome.
3.3.5.2  When a flight plan has been submitted only in respect of a portion of a flight, other than
the remaining portion of a flight to destination, it shall, when required, be closed by an appropriate
report to the relevant air traffic services unit.
3.3.5.3  When no air traffic services unit exists at the arrival aerodrome, the arrival report, when
required, shall be made as soon as practicable after landing and by the quickest means available
to the nearest air traffic services unit.
3.3.5.4  When communication facilities at the arrival aerodrome are known to be inadequate and
alternate arrangements for the handling of arrival reports on the ground are not available, the fol-
lowing action shall be taken. Immediately prior to landing the aircraft shall, if practicable, transmit
to the appropriate air traffic services unit, a message comparable to an arrival report, where such
a report is required. Normally, this transmission shall be made to the aeronautical station serving
the air traffic services unit in charge of the flight information region in which the aircraft is oper-
ated.
3.3.5.5  Arrival reports made by aircraft shall contain the following elements of information:

a. aircraft identification;
b. departure aerodrome;

c. destination aerodrome (only in the case of a diversionary landing);

d. arrival aerodrome;
e. time of arrival.

NOTE: Whenever an arrival report is required, failure to comply with these provisions may
cause serious disruption in the air traffic services and incur great expense in carrying out
unnecessary search and rescue operations.

SIGNALS

3.4.1 Upon observing or receiving any of the signals given in Appendix 1, aircraft shall take such
action as may be required by the interpretation of the signal given in that Appendix.
3.4.2 The signals of Appendix 1 shall, when used, have the meaning indicated therein. They
shall be used only for the purpose indicated and no other signals likely to be confused with them
shall be used.

3.3.5

3.4

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TIME

3.5.1  Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and
minutes and, when required, seconds of the 24-hour day beginning at midnight.
3.5.2  A time check shall be obtained prior to operating a controlled flight and at such other times
during the flight as may be necessary.
NOTE: Such time check is normally obtained from an air traffic services unit unless other arrange-
ments have been made by the operator or by the appropriate ATS authority.
3.5.3  Whenever time is utilized in the application of data link communications, it shall be accu-
rate to within 1 second of UTC.

AIR TRAFFIC CONTROL SERVICE

Air Traffic Control Clearances

3.6.1.1 An air traffic control clearance shall be obtained prior to operating a controlled flight, or a
portion of a flight as a controlled flight. Such clearance shall be requested through the submission
of a flight plan to an air traffic control unit.
NOTE 1: A flight plan may cover only part of a flight, as necessary, to describe that portion of the
flight or those manoeuvres which are subject to air traffic control. A clearance may cover only part
of a current flight plan, as indicated in a clearance limit or by reference to specific manoeuvres
such as taxiing, landing or taking off.
NOTE 2: If an air traffic control clearance is not satisfactory to a pilot-in-command of an aircraft,
the pilot-in-command may request and, if practicable, will be issued an amended clearance.
3.6.1.2 Whenever an aircraft has requested a clearance involving priority, a report explaining the
necessity for such priority shall be submitted, if requested by the appropriate air traffic control unit.

Potential Reclearance in Flight

If prior to departure it is anticipated that depending on fuel endurance and subject to reclearance
in flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate
air traffic control units shall be so notified by the insertion in the flight plan of information concern-
ing the revised route (where known) and the revised destination.
NOTE: The intent of this provision is to facilitate a reclearance to a revised destination, normally
beyond the filed destination aerodrome.
3.6.1.4 An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area
without clearance from the aerodrome control tower and shall comply with any instructions given
by that unit.

Adherence to Current Flight Plan

3.6.2.1 Except as provided for in 3.6.2.4, an aircraft shall adhere to the current flight plan or the
applicable portion of a current flight plan for a controlled flight within the tolerances defined in
paragraphs 3.6.2.1.1 to 3.6.2.2 unless a request for a change has been made and clearance
obtained from the appropriate air traffic control unit, or unless an emergency situation arises

3.5

3.6

3.6.1

3.6.1.3

3.6.2

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which necessitates immediate action by the aircraft, in which event as soon as circumstances
permit, after such emergency authority is exercised, the appropriate air traffic services unit shall
be notified of the action taken and that this action has been taken under emergency authority.
3.6.2.1.1 Unless otherwise authorized by the appropriate ATS authority or directed by the appro-
priate air traffic control unit, controlled flights shall, in so far as practicable:

a. when on an established ATS route, operate along the defined centre line of that route; or
b. when on any other route operate directly between the navigation facilities and/or points

defining that route.

3.6.2.1.2  Subject to the overriding requirement in 3.6.2.1.1, an aircraft operating along an ATS
route segment defined by reference to very high frequency omnidirectional radio ranges shall
change over for its primary navigation guidance from the facility behind the aircraft to that ahead
of it at, or as close as operationally feasible to, the change-over point, where established.
3.6.2.1.3  Deviation from the requirements in 3.6.2.1.1 shall be notified to the appropriate air traf-
fic services unit.
3.6.2.2  Deviations from the current flight plan. In the event that a controlled flight deviates from
its current flight plan, the following action shall be taken:

a. Deviation from track: If the aircraft is off track, action shall be taken forthwith to adjust the

heading of the aircraft to regain track as soon as practicable.

b. Deviation from ATC assigned Mach number/indicated airspeed: The appropriate air traffic

services unit shall be informed immediately.

c. Deviation from Mach number/true airspeed: If the sustained Mach number/true airspeed at

cruising level varies by plus or minus Mach 0.02 or more, or plus or minus 19km/h (10 kt)
true airspeed or more from the current flight plan, the appropriate air traffic unit shall be so
informed.

d. Change in time estimate: Except where ADS-C is activated and serviceable in airspace

where ADS-C services are provided, if the time estimate for the next applicable reporting
point, flight information region boundary or destination airport, whichever comes first,
changes in excess of 2 minutes from that previously notified to air traffic services, or such
other period of time as is prescribed by the appropriate ATS authority or on the basis of
regional air navigation agreements, the flight crew shall notify the appropriate air traffic serv-
ices unit as soon as possible.

3.6.2.2.1 When ADS-C services are provided and ADS-C is activated, the air traffic services unit
shall be informed automatically via data link whenever changes occur beyond the threshold
values stipulated by the ADS event contract.
3.6.2.3 Change Requests. Requests for current flight plan changes shall include information as
indicated hereunder:

a. Change of cruising level: Aircraft identification; requested new cruising level and cruising

Mach number/true airspeed at this level; revised time estimates (when applicable) at subse-
quent reporting points or flight information region boundaries.

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b. Change of Mach number/true airspeed: Aircraft identification, requested Mach number/true

airspeed.

c. Change of route:

1. Destination unchanged: Aircraft identification; flight rules; description of new route of

flight including related flight plan data beginning with the position from which requested
change of route is to commence; revised time estimates; any other pertinent informa-
tion.

2. Destination changed: Aircraft identification; flight rules; description of revised route of

flight to revised destination airport including related flight plan data, beginning with the
position from which requested change of route is to commence; revised time estimates;
alternate airport(s); any other pertinent information.

Weather Deterioration Below the VMC

When it becomes evident that flight in VMC in accordance with its current flight plan will not be
practicable, a VFR flight operated as a controlled flight shall:

a. request an amended clearance enabling the aircraft to continue in VMC to destination or to

an alternative aerodrome, or to leave the airspace within which an ATC clearance is
required; or

b. if no clearance in accordance with a. can be obtained, continue to operate in VMC and notify

the appropriate ATC unit of the action being taken either to leave the airspace concerned or
to land at the nearest suitable aerodrome; or

c. if operated within a control zone, request authorization to operate as a special VFR flight; or

d. request clearance to operate in accordance with the instrument flight rules.

Position Reports

3.6.3.1 Unless exempted by the appropriate ATS authority or by the appropriate air traffic serv-
ices unit under conditions specified by that authority, a controlled flight shall report to the appropri-
ate air traffic services unit, as soon as possible, the time and level of passing each designated
compulsory reporting point, together with any other required information. Position reports shall
similarly be made in relation to additional points when requested by the appropriate air traffic
services unit. In the absence of designated reporting points, position reports shall be made at
intervals prescribed by the appropriate ATS authority or specified by the appropriate air traffic
services unit.
3.6.3.1.1 Controlled flights providing position information to the appropriate air traffic services
unit via data link communications shall only provide voice position reports when requested.
NOTE: The conditions and circumstances in which ADS-B or SSR Mode C transmission of pres-
sure-altitude satisfies the requirement for level information in position reports are indicated in the
PANS-RAC, Part II (Doc 4444). (See AIR TRAFFIC CONTROL — International Civil Aviation
Organization Air Traffic Management.)

3.6.2.4

3.6.3

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Termination of Control

A controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate
ATC unit as soon as it ceases to be subject to air traffic control service.

Communications

3.6.5.1 An aircraft operated as a controlled flight shall maintain continuous air-ground voice
communication watch on the appropriate communication channel of, and establish two-way com-
munication as necessary with, the appropriate air traffic control unit, except as may be prescribed
by the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a con-
trolled aerodrome.
NOTE 1: SELCAL or similar automatic signaling devices satisfy the requirement to maintain an
air-ground voice communication watch.
NOTE 2: The requirement for an aircraft to maintain an air-ground voice communication watch
remains in effect after CPDLC has been established.

Communications Failure

See EMERGENCY Section for related Communication Failure Information.

UNLAWFUL INTERFERENCE

See EMERGENCY Section for related Unlawful Interference Information.
NOTE: Responsibility of ATS units in situations of unlawful interference is contained in Annex 11
(not published herein).

INTERCEPTION

NOTE: The word “interception” in this context does not include intercept and escort service provi-
ded, on request, to an aircraft in distress, in accordance with the International Aeronautical and
Maritime Search and Rescue (IAMSAR) Manual (DOC 9731) (not published herein).
3.8.1 Interception of civil aircraft shall be governed by appropriate regulations and administrative
directives issued by contracting States in compliance with the Convention on International Civil
Aviation, and in particular Article 3(d) under which contracting States undertake, when issuing
regulations for their State aircraft, to have due regard for the safety of navigation of civil aircraft.
Convention on International Civil Aviation (Montreal Protocol — Article 3 bis (b))
Article 3bis

[1]

a. The contracting States recognize that every State must refrain from resorting to the use of

weapons against civil aircraft in flight and that, in case of interception, the lives of persons on
board and the safety of aircraft must not be endangered. This provision shall not be interpre-
ted as modifying in any way the rights and obligations of States set forth in the Charter of the
United Nations.

b. The contracting States recognize that every State, in the exercise of its sovereignty, is enti-

tled to require the landing at some designated airport of a civil aircraft flying above its terri-

3.6.4

3.6.5

3.6.5.2

3.7

3.8

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tory without authority or if there are reasonable grounds to conclude that it is being used for
any purpose inconsistent with the aims of this Convention; it may also give such aircraft any
other instructions to put an end to such violations. For this purpose, the contracting States
may resort to any appropriate means consistent with relevant rules of international law,
including the relevant provisions of this Convention, specifically paragraph a) of this Article.
Each contracting State agrees to publish its regulations in force regarding the interception of
civil aircraft.

c. Every civil aircraft shall comply with an order given in conformity with paragraph b) of this

Article. To this end each contracting State shall establish all necessary provisions in its
national laws or regulations to make such compliance mandatory for any civil aircraft regis-
tered in that State or operated by an operator who has his principal place of business or per-
manent residence in that State. Each contracting State shall make any violation of such
applicable laws or regulations punishable by severe penalties and shall submit the case to its
competent authorities in accordance with its laws or regulations.

d. Each contracting State shall take appropriate measures to prohibit the deliberate use of any

civil aircraft registered in that State or operated by an operator who has his principal place of
business or permanent residence in that State for any purpose inconsistent with the aims of
this Convention. This provision shall not affect paragraph a) or derogate from paragraphs b)
and c) of this Article.

[1]

Added by amendment 1984-05-10, entered into force 1998-10-01.

See EMERGENCY Section for related Interception Information.

VMC VISIBILITY AND DISTANCE FROM CLOUDS MINIMA

VMC visibility and distance from clouds minima are contained in Table 3-1.

TABLE 3-1* (see 4.1)

Altitude band

Airspace class

Flight visibility

Distance from cloud

At and above 3050m
(10,000 ft) AMSL

“A”*** “B” “C” “D” “E” “F”
“G”

8km

1500m horizontally
300m (1000 ft) vertically

Below 3050m (10,000
ft) AMSL and above
900m (3000 ft) AMSL,
or above 300m (1000
ft) above terrain,
whichever is the higher

“A”*** “B” “C” “D” “E” “F”
“G”

5km

1500m horizontally
300m (1000 ft) vertically

At and below 900m
(3000 ft) AMSL, or
300m (1000 ft) above
terrain, whichever is
the higher

“A”*** “B” “C” “D” “E”

5km

1500m horizontally
300m (1000 ft) vertically

“F” “G”

5km**

Clear of cloud and with
the surface in sight

3.9

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JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 35